Ultra low Nox emissions combustions system for gas turbine engines

ABSTRACT

A combustion system for a gas turbine engine includes a Catalyst (CAT) combustion sub-system for generating combustion products under a lean premixed fuel/air condition in the presence of a Catalyst and a Dry-Low-Emissions (DLE) combustion sub-system, for generating combustion products under a lean premixed fuel/air condition. Gaseous and liquid fuels are used for the DLE combustion sub-system while only gaseous fuel is used for the CAT combustion system. The engine operates at start-up and under low load conditions with the DLE combustion system and switches over the combustion process to the CAT combustion sub-system under high load conditions. Thus the combustion system according to the invention combines the advantages of DLE and CAT combustion processes so that the gas turbine engine operates over an entire operating range thereof at high engine efficiency while minimizing omissions of nitrogen oxides and carbon monoxide from the engine.

CROSS-REFERENCED TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.10/349,243 filed Jan. 23, 2001, and was allowed on Apr. 16, 2003.

FIELD OF THE INVENTION

The present invention relates to gas turbine engines, and moreparticularly, to an ultra low NO_(x) emissions combustion system for gasturbine engines.

BACKGROUND OF THE INVENTION

Low NO_(x) emissions from a gas turbine engine, of below 10 volume partsper million (ppmv), are becoming important criteria in the selection ofgas turbine engines for power plant applications. Some installations innon-attainment area in the United States are demanding even lower NO_(x)emissions of less than 5 ppmv. The challenging NO_(x) emissionrequirements must be achieved without compromising the more conventionalconstraints on gas turbine engines, of durability, low operating costsand high efficiency.

The main factor governing nitrogen oxide formation is temperature. Oneof the most attractive methods of reducing flame temperatures involvesusing Lean Premixed combustion, in which reductions in flametemperatures are readily accomplished by increasing the air content in agiven fuel/air mixture. This method is often referred to as aDry-Low-Emissions (DLE) to distinguish it from Wet NO_(x) control bywater or steam injection, and highlight the low emissions in whichNO_(x) levels down to 10 ppmv can be achieved.

However, flame stability decreases rapidly under the lean combustionconditions and the combustor may be operating close to its blow-outlimit. In addition, severe constraints are imposed on the homogeneity ofthe fuel/air mixture since leaner than average pockets of mixture maylead to stability problems and richer than average pockets will lead tounacceptably high NO_(x) emissions. The emission of carbon monoxide as atracer for combustion efficiency will increase at leaner mixtures for agiven combustor due to the exponential decrease in chemical reactionkinetics. Engine reliability and durability are of major concern underlean combustion conditions due to high-pressure fluctuations enforced byflame instabilities in the combustor.

It is well known in the industry that catalytic combustion can be usedas an ultra-lean premixed combustion process where a catalyst is used toinitiate and promote chemical reactions in a premixed fuel/air mixturebeyond flammability limits that would otherwise not burn. This permits areduction of peak combustion temperatures to levels below 1,650K, andNO_(x) emissions less than 5 ppmv can be achieved.

Nevertheless, major challenges have prevented the implementation ofcatalytic combustors in a gas turbine engine. Catalyst operation anddurability demand a very tight control over the engine and catalystinlet operating parameters. As shown in FIG. 1, which is a graphicalrepresentation of a normalized catalyst operating window and thecompressor discharge temperature variations from engine idle to fullpower, the compressor discharge temperature increase from engine idle tofull power over a range typically more than three times that which, asbeing defined between lines M and N, is acceptable for catalystoperation.

In the prior art, most Catalyst combustion systems utilize a pre-burnerto increase compressor discharge air temperature at engine low powerconditions where the compressor discharge air temperature is belowcatalyst ignition temperature. Other major problems in catalystoperation include ignition, engine start-up and catalyst warm up whichcannot be performed with the catalyst. A separate fuel system isrequired. Any liquid fuel combustion has to be introduced downstream ofthe catalyst to prevent liquid fuel flooding the catalyst in case ofignition failure. Because of the narrow range of acceptable catalystinlet temperatures, the catalyst has to be designed for full poweroperating conditions. As the engine decelerates the fuel/air mass ratiodecreases. Generally, this compromises the catalyst and engineperformance under part load conditions, thereby resulting in emissionsleading to very high NO_(x) and CO levels. The catalyst durability isaffected by engine transient operation since catalyst operation is adelicate balancing act between catalyst ignition (blow-out) and catalystburn-out. In this sense, turn-down of the catalyst system becomes aserious operability and durability issue. In the case when thepre-burner is used for part load of the entire operating range of theengine, the pre-burner then becomes the main source of NO_(x) emissionsfrom the engine. In addition, hot streaks from the pre-burner are verylikely to damage catalyst hardware directly or act as sources ofauto-ignition within the fuel/air mixing duct upstream of the catalyst,and impose a substantial risk to catalyst and engine operation. Apre-burner also substantially increases the combustor pressure drop byan additional 1.5% to 2.5%, which directly affects engine specific fuelconsumption.

Efforts have bean made to improve catalytic combustors for gas turbineengines. One example of the improvements is described in U.S. Pat. No.5,623,819, issued to Bowker et al. on Apr. 29, 1997. Bowker et al.describe a low NO_(x) generating combustor in which a first lean mixtureof fuel and air is pre-heated by transferring heat from hot gasdischarging from the combustor. The pre-heated first fuel/air mixture isthen catalyzed in a catalytic reactor and then combusted so as toproduce a hot gas having a temperature in excess of the ignitiontemperature of the fuel. Second and third lean mixtures of fuel and airare then sequentially introduced into the hot gas, thereby raising theirtemperatures above the ignition temperature and causing homogeneouscombustion of the second and third fuel/air mixtures. This homogeneouscombustion is enhanced by the presence of the free radicals createdduring the catalyzing of the first fuel/air mixture. In addition, thecatalytic reactor acts as a pilot that imparts stability to thecombustion of the lean second and third fuel/air mixtures.

Another example of the improvements is described in U.S. Pat. No.5,050,731, issued to Beebe et al. on Dec. 22, 1998. Beebe et al describea combustor for gas turbine engines and a method of operating thecombustor under low, mid-range and high load conditions. At the start-upor low-load levels, fuel and compressor discharge air are supplied tothe diffusion flame combustion zone to provide combustion products forthe turbine. At mid-range operating conditions, the products ofcombustion from the diffusion flame combustion zone are mixed withadditional hydrocarbon fuel for combustion in the presence of a catalystin the catalytic combustion zone. Because the fuel air mixture in thecatalytic reactor bed is lean, the combustion reaction temperature istoo low to produce thermal NO_(x). Under high-load conditions a leandirect injection of fuel/air is provided in a post-catalytic combustionzone where auto-ignition occur with the reactions going to completion inthe transition between the combustor and turbine sections. In thepost-catalytic combustion zone, the combustion temperature is low andthe residence time in the transition piece is short, hence minimizingthermal NO_(x).

Nevertheless, there is still a need for further improvements of lowemissions combustors for gas turbine engines that will allow minimizingthe emissions of the NO_(x), CO and unburned hydrocarbon (UHC)simultaneously, over the entire operating range of the gas turbineengine.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide an ultra-lowemissions combustion system for gas turbine engines which permitsminimizing the emissions of NO_(x), CO and UHC simultaneously over theentire operating range of the gas turbine engine.

It is another object of the present invention to provide a combustor fora gas turbine engine and a method of operating the combustor whichcombines the advantages of a conventional Dry-low-emissions combustionsystem with a catalytic combustion system.

It is a further object of the present invention to provide a method foroperating a combustor for a gas turbine engine having a conventionalDry-low-emissions combustion system and a Catalyst combustion systemwhich can operate separately, to achieve low emissions of NO_(x), CO andUHC simultaneuasly over the entire operating range of the gas turbineengine.

In accordanee with one aspect of the present invention, a method ofoperating a combustor for a gas turbine engine over an entire operatingrange thereof at high engine efficiency while minimizing emissions ofnitrogen oxides NO_(x) and carbon monoxide CO from the engine,comprises: under low-load conditions supplying a fuel and an air flow toa Dry-low-emissions (DLE) combustion system of the combustor to generatecombustion products, under high-load conditions stopping the fuel andair flow to the DLE combustor system and supplying a fuel and air flowto a Catalyst (CAT) combustion system of the combustor to generatecombustor products; and the low and high load conditions being definedby a predetermined power level, the predetermined power level beingassociated with an adequate catalyst inlet temperature so that thecombustion procedure of the combustor switches over from thc DLEcombustor system to the CAT combustor system when the adequate catalystinlet temperature can be achieved, resulting from increasing of anengine power level.

The catalyst inlet temperature is controlled within catalyst operatingconditions for engine loads between the predetermined power level andthe full-load condition, preferably by adjusting the air flow to the CATcombustor system and adding heat to the CAT combustor system from thecombustor cooling heat transfer. It is preferable to maintain thecombustion products from either one of the DLE and CAT combustor systemsinside the combustor for an extended residence time in order to convertCO formed in the combustion products to CO₂.

In accordance with another aspect of the present invention alow-emissions combustion system for a gas turbine engine is provided.The system comprises a Dry-low-emissions (DLE) combustion sub-system forgenerating combustion products under a lean premixed fuel/air condition,and a catalyst (CAT) combustion sub-system for generating combustionproducts under a lean premixed fuel/air condition in the presence of acatalyst. The combustion system further includes a combustor scrollconnected to the DLE and CAT combustion sub-systems for delivering thecombustion products in adequate inlet conditions, to an annular turbineof the engine. A fuel injection sub system for injecting fuel into therespective DLE and CAT combustion sub-systems is provided; and an airsupply sub-system for supplying air to the respective DLE and CATcombustion sub-systems is also provided. The combustion system includesa control sub-system for controlling the fuel injection and air supplysub-systems to selectively inject fuel and selectively supply air to therespective DLE and CAT combustion sub-systems.

The combustor scroll preferably includes a transition section connectingthe combustor scroll to the DLE and CAT combustion sub-systems. The fuelinjection and air supply sub-systems are preferably controlled by thecontrol sub-system to selectively inject the fuel and supply air only tothe DLE combustion sub-system when the engine is operated under low loadconditions and to selectively inject fuel and supply air only to the CATcombustion sub-system when the engine is operated under high loadconditions. The fuel injection sub-system is preferably adapted toselectively inject gaseous and liquid fuel to the DLE combustionsub-system and only inject gaseous fuel to the CAT combustionsub-system.

The separately operated CAT combustion sub-system and the DLE combustionsub-system are preferably integrated into one single combustion can. TheCAT combustion sub-system is solely used for the power range from switchover level to full engine power. No pre-burner is required to increasecompressor discharge air temperature for the adequate catalyst inlettemperature under engine part power conditions. The specificallydesigned and optimized combustor scroll cooling and air bypass permitcontrol of the catalyst inlet temperature within the narrow catalystoperating conditions for engine loads between switch-over and full powerload. Below the switch-over load the separate DLE combustion sub-systemtakes over the combustion process control to ensure highest efficiency,lowest NO_(x) emissions, and engine operability, ignition and start up.The present invention combines the advantages of the catalytic and moreconventional lean-premixed combustion technologies to produce lowestemission levels over the entire engine operating range from idle to fullpower, for liquid and gaseous hydrocarbon fuels.

Other advantages and features of the present invention will be betterunderstood with reference to a preferred embodiment describedhereinafter.

BRIEF DESCRIPTION OF THE DRAWINGS

Having thus generally described the nature of the present invention,reference will now be made to the accompanying drawings, showing by wayof illustration a preferred embodiment in which:

FIG. 1 is a graphical representation showing an operation constraint ofa catalytic combustion system, the operation constraint resulting from anarrow window defined by the acceptable maximum and minimum catalystinlet temperatures and the catalyst inlet fuel/air ratio;

FIG. 2 is a diagram showing a combustion system according to the presentinvention, into which a DLE combustion sub-system and a CAT combustionsub-system are integrated; and

FIG. 3 is a schematic view of a structural arrangement of one embodimentof the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the drawings, particularly to FIGS. 2 and 3, the inventiondescribes a combustion system, generally indicated at numeral 10, thatpermits the operation of a gas turbine engine at highest engineefficiency while minimizing the emissions of nitrogen oxide (NO_(x)) andcarbon monoxide (CO) from the engine. The combustion system 10 includesa Dry-low-emissions (DLE) combustion sub-system 12 which is generallyformed with a fuel/air mixer 14 to provide a lean-premixed fuel/airmixture to the burner 16 to generate combustion products, generally hotgas. The DLE combustion sub-system 12 operates on liquid and gaseoushydrocarbon fuel. The DLE combustion sub-system 12 is conventional, wellknown in the art and will not be further described. A separate Catalyst(CAT) combustion sub-system 10 is included in the combustion system 10which operates separately from the DLE combustion sub-system 12.

The CAT combustion sub-system 18 includes a fuel/air mixer 20 to providea lean-premixed fuel/air mixture, a catalyst 22 to initiate chemicalreaction and combust approximately 50% of the lean-premixed fuel/airmixture, and a thermal reactor 24 to burn the remainder of thelean-premixed fuel/air mixture into combustion products, generally hotgas. The fuel/air mixer 20 provides a homogeneous mixture of fuel andair at the catalyst 22 inlet. Various means including the use of fuelspokes, air/fuel swirlers, mixing tubes, and other arrangements canachieve this. The catalyst 22 demands a very small deviation in fuel/airmixture variation, from the average. That range of deviation isindicated between the lines L and R as illustrated in FIG. 1. However,it is advantageous to tailor the inlet fuel/air ratio (FAR) from a valueof FAR average plus 0.0025 in the center of the catalyst inlet to FARaverage minus 0.0025 at the catalyst inlet wall side. It is wellunderstood that every point of the catalyst 22 is operated entirelywithin the window defined by the maximum inlet temperature, as indicatedby line M, and the minimum inlet temperature, as indicated by line Nregardless of this being such a small deviation of FAR value.

The DLE and CAT combustion sub-systems are preferably integrated into asingle combustion can 15. A CO burn out zone 26 is provided in the jointregion of the DLE and the CAT combustion sub-systems 12 and 18 of thecombustion can 15 and is sized to ensure enough residence time toconvert all CO which is formed under the low temperature combustionresulting from the lean FAR value, to CO₂ over the entire range of thecombustion operation.

An air supply sub-system 28 is provided to selectively supply air fromthe compressor discharge outlet 30 to the respective DLE and CATcombustion sub-systems 12 and 18 for the combustion procedure. The airsupply sub-system 28 includes a by-pass passage 32 preferably with avalve 33 to permit a portion of compressor discharged air to selectivelybypass both the DLE and CAT combustion sub-systems 12 and 18 so that thefuel/air ratio of the mixture entering either DLE combustion sub-system12 or CAT combustion sub-system 18 becomes independent from the powerlevel during engine operation. This is particularly important to the CATcombustion sub system 18 because of the narrow operating window of thecatalyst 22 inlet conditions as shown in FIG. 1.

A fuel injection sub-system 34 is included in the combustion system 10and adapted to selectively inject gaseous hydrocarbon fuel 36 into therespective DLE combustion sub-system 12 and the CAT combustionsub-system 18 while selectively injecting liquid hydrocarbon fuel 38into the DLE combustion sub-system 12.

The DLE and CAT combustion sub-systems 12 and 18 are connected to atransition section 40 of a combustor scroll 42 such that the hot gasresulting from the combustion procedure in the DLE and CAT combustionsub-systems 12 and 18 is delivered through the transition section 40 andthe combustor scroll 42 in adequate inlet conditions to the annularturbine inlet 44. Heat exchange means (not shown), such as usingconvective cooling air, are provided to the combustor scroll 42 to coolthe structure of the combustor scroll 42 and the turbine inlet 44. Theheat absorbed and carried by the cooling air is transferred back intothe air supply sub-system 28 to increase the compressor discharge airtemperature and the catalyst 22 inlet temperature, as shown by thedashed line 46 in FIG. 2.

A control sub-system 48 is operatively associated with the air supplysub-system 28, including the valve 33, and the fuel injection sub-system34. The control sub system 48 further includes a means 50 for sensingthe compressor discharge air temperature so that the control sub-system48 is adapted to switch over the combustion procedure from the DLRcombustion sub-system 12 to the CAT combustion sub-system 18 in responseto a temperature signal sent from the temperature sensing means 50.

In operation, the fuel injection sub-system 34 injects gaseoushydrocarbon fuel 36 into the DLE combustion sub-system 12 and the airsupply sub-system 28 supplies compressor discharge air to the DLEcombustion sub-system 12 for light-off of the combustion procedure andstarting up the engine. During the light-off and low power conditions,the control sub-system 48 controls the fuel injection and the airsupply, to ensure that an adequate lean-premixed fuel/air mixture isused in the DLE combustion sub-system 12 so that the NO_(x), CO and UHCcomponents formed in the combustion products are low. During this periodthe control sub-system 48 controls the heat addition to the compressordischarge air and the catalyst 22 to increase the compressor dischargeair temperature and warm up the catalyst 22. It is optional to switchthe fuel supply from gaseous hydrocarbon fuel 36 to liquid hydrocarbonfuel 38, to the DLE combustion sub-system 12 when the engine operationis stable after the idle condition is achieved.

Generally, the compressor discharge air temperature increases at theengine operating power level increases. At a certain power level, anadequate catalyst inlet temperature is reached which falls between themaximum and minimum inlet temperature as illustrated by lines M and N inFIG. 1, and a combustion procedure switch-over takes place. The controlsub-system 48 stops the fuel injection and air supply to the DLEcombustion sub-system 12, simultaneously beginning to inject gaseoushydrocarbon fuel 36 and supply the compressor discharge air which has anadequate catalyst inlet temperature, to the CAT combustion sub-system18. The specially designed and optimized combustor scroll cooling andthe air bypass, permit control of the catalyst inlet temperature withinthe narrow catalyst operating conditions for engine loads between theswitch-over power level and full load. When the engine operating powerlevel is below the switch-over power level causing the catalyst inlettemperature to decrease beyond the narrow catalyst operating conditions,the DLE combustion sub-system 12 is controlled by the control sub-system48 to take over the combustion procedure, ensuring highest efficiency,lowest NO_(x) emissions and engine operability, ignition and start-up.

The combustion system 10 is adapted to selectively use gaseous andliquid hydrocarbon fuel in different engine operating power levelranges. Nevertheless, the DLE combustion sub-system 12 can optionally beused for liquid hydrocarbon fuel from the idle to full load engineoperating condition when the combustion system 10 is used in areasrequiring different emission levels.

Different structural arrangements and configurations may be designed forthe combustion system according to the present invention. Single, dualstage or backup systems for liquid hydrocarbon fuel operation,incorporating different fuel/air mixing system and flame stabilizationmechanisms for different emission levels, are also optional to thepresent invention. It is to be understood that the invention is notlimited to the illustrations described and shown herein, which aredeemed to be merely illustrative of the best modes of implementation ofthe invention and which are susceptible to modification of form, size,arrangement of parts, and details of configuration. The inventionrather, is intended to encompass all such modifications which are withinits spirit and scope as defined by the claims.

1. A method of operating a combustor for a gas turbine engine over anentire operating range thereof at high engine efficiency, whileminimizing emissions of nitrogen oxides NO_(x) and carbon monoxide COfrom the engine, comprising: under low load conditions supplying a fueland an air flow to a Dry-Low-Emissions (DLE) combustion system of thecombustor to generate combustion products; under high load conditionsstopping the fuel and air flow to a DLE combustion and supplying a fueland air flow to a Catalyst (CAT) combustion system of the combustor togenerate combustor products; and the low and high load conditions beingdefined by a predetermined power level, the predetermined power levelbeing associated with an adequate catalyst inlet temperature so that thecombustion procedure of the combustor switches over from the DLEcombustion system to the CAT combustion system while the adequatecatalyst inlet temperature can be achieved, resulting from increasing ofan engine power level.
 2. A method as claimed in claim 1 wherein thecatalyst inlet temperature is controlled within catalyst operatingconditions for engine loads between the predetermined power level andthe full load condition by adjusting air flow to the CAT combustionsystem.
 3. A method as claimed in claim 1 wherein the catalyst inlettemperature is controlled within catalyst operating conditions forengine loads between the predetermined power level and the full loadcondition by adding heat to the CAT combustion system from combustorcooling heat transfer.
 4. A method as claimed in claim 1 wherein thecombustion products from either one of the DLE and CAT combustionsystems are maintained in the combustor for an extender residence timeto convert CO formed in the combustion products to CO₂.
 5. A method ofoperating a combustor for a gas turbine engine under engine operatingconditions from idle to full load at high engine efficiency whileminimizing emissions of nitrogen oxides NO_(x) and carbon monoxide COfrom the engine, comprising: incorporating a Dry Low-Emissions (DLE)combustion system and a Catalyst (CAT) combustion system into thecombustor; providing an air control system and a fuel injection systemfor supplying fuel and air flow to the DLE combustion system to generatecombustion products under low load conditions, and for supplying fueland air flow to the CAT combustion system to generate combustor productsunder high load conditions; and providing a control means for switchingover the combustion procedure of the combustor from the DLE combustionsystem to the CAT combustion system when an adequate catalyst inlettemperature can be achieved, resulting from increasing engine powerlevel.
 6. A method as claimed in claim 5 wherein the fuel injectionsystem is adapted to supply gaseous fuel to the CAT combustion systemand both gaseous and liquid fuel to the DLE combustion system.
 7. Alow-emissions combustion system for a gas turbine engine comprising: aDry-Low-Emissions (DLE) combustion sub-system for generating combustionproducts under a lean premixed fuel/air condition; a Catalyst (CAT)combustion sub-system for generating combustion products under a leanpremixed fuel/air condition in the presence of a catalyst; a combustorscroll connected to the DLE and CAT combustion sub-systems fordelivering the combustion products in adequate inlet conditions to anannular turbine of the engine; a fuel injection sub system for injectingfuel into the respective DLE and CAT combustion sub-systems; an airsupply sub-system for supplying air to the respective DLE and CATcombustion sub-systems; and a control sub-system for controlling thefuel injection and air supply sub-systems to selectively inject fuel andselectively supply air to the respective DLE and CAT combustionsub-systems.
 8. A low emissions combustion system as claimed in claim 7wherein the combustor scroll includes a transition section and isconnected through the transition section to both the DLE and CATcombustion sub-systems.
 9. A low-emissions combustion system as claimedis claim 7 wherein the fuel injection and air supply sub-systems arecontrolled to selectively inject fuel and supply air only to the DLEcombustion sub-system when the engine is operated under low loadconditions, and to selectively inject fuel and supply air only to theCAT combustion sub-system when the engine is operated under high loadconditions.
 10. A low-emissions combustion system as claimed in claim 7wherein the control sub-system includes temperature sensing means formeasuring compressor discharge air temperature, and is adapted to switchthe fuel injection and the air supply from the DLE combustion sub-systemto the CAT combustion sub-system when the compressor discharge airtemperature reaches a predetermined level to ensure an adequate catalystinlet temperature.
 11. A low-emissions combustion system as claimed inclaim 7 wherein the fuel injection sub-system is adapted to selectivelyinject gaseous and liquid fuel into the DLE combustion sub-system.
 12. Alow-emissions combustion system as claimed in claim 7 wherein the fuelinjection sub-system is adapted to inject gaseous fuel into the CATcombustion sub system.
 13. A low-emissions combustion system as claimedin claim 7 wherein the air supply sub-system includes a by-pass passagefor permitting compressor discharge air to controllably by-pass the DLEand CAT combustion sub-systems to ensure that an adequate fuel/air ratioof the fuel/air mixture entering DLE and CAT combustion sub-systems isindependent from engine operating conditions.